Fuel-supply mechanism for internal-combustion engines



S. I. FEKETE.

FUEL SUPPLY MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 11,1917.

1,328, 142.. Patented Jan. 13, 1920.-

2 SHEETS-SHEET I.

S. l. FEKETE. FUEL SUPPLY MECHANISM FOR INTERNAL COMBUSTION ENGINES.

4 Patented Jan. 13, 1920.

2 SHEETS-SHEET 2- APPLICATION FILED JULY H, 1 917.

Y A E-- UNITED. STATES PATENT 011111.012.

. STEPHEN IVAN FEK ETE, OF DETROIT, MICHIGAN, ASSIGNOR, BY MESN E ASSIGNMENTS,

TO ESSEX MOTORS, 013 DETROIT, MICHIGAN. A CORPORATION OF MICHIGAN.

at any given time. The device embodying my invention is applicable not only to two and four cycle engines of the type commonly'em loyed inautomobiles, motor boats and the li e, but also to other types of'internal combustion 'e'ngines.

lVhen applied to an ordinary four cycle engine, the device does away with the carbureter and makes it possible to employ heavy liquid fuels which cannot be satisfactorily mixed with air by the ordinary methods of carburetion.

As is well known to those skilled intheart, explosive mixture of a liquid hydro-can bon and air'. consists of finely divided particles of fuel suspended in the air. In order to prevent these particles from reuniting in. larger drops and condensing, a certain minimum velocity of the mixture is necessary. The heavier the fuel, the higher this minimum velocity must be. It has, therefore, been necessary to make the intake passage of the motor small enough so that when the motor is running at its lowest speed with throttle closed,- the velocity of the carbureted mixture will be great enough to carry the fuel with it. Itresultsthat'the size. of thegas passages is practically deter- Specification of Letters Iatent.

FUEL-SUPPLY MECHANISM FOR IN TERNAL-COMBUSTION ENGINES.

Patented Jan. 13, 1920.

Application filed July 11, 1917. Serial No. 180,022.

prevent the use of kerosene or other heavy fuels in 'a motor where a considerable range of speed or throttle opening is required. I

In addition to these considerations, it is well known that the tortuous passages of the intake manifold prevent the cylinders obtainlng the maximum charge and thisalso decreases the volumetric efliciency of the engine. The cylinders farthest from the carbureter donot get as large a charge as those nearest the carbureter, and in V- motors since two 'or more valves are open at the-same time, the flow of gas divides thus further decreasing the volumetric efficiency. I

The only solution proposed has been the use of a rich mixture at low speed which is wasteful and the heating of the air to inorease'the vaporization ofthe fuel. Heatciency.

In the device embodying my invention, the liquid fuelis sprayed directly into the .ing of the airdecreases the volumetric eflicombustion chamber when the inlet valve is open, the air being'drawn in' through a direct air passage The result is thatsince I the combustion chamber is intensely hot from the previous explosions the fuel is instantly and completely vaporized and mingles with, the air producing an explosive mixture. .The air passage may be made straight and as largeas is required with the result that theengine will have a volumetric efficiency practically approximating that of the ideal engine. As the device does not depend for its operation on the necessity of producing a mechanical mixture of the fuel and air, it is possible to use heav fuels -without trouble from the various di culties mined by the kind of fuel to be used and the of carburetion which have 'heretofore been ex rienced.. y

he device embodying my invention supplies a predetermined and variable quantity of fuel directly to each cylinder at the proper time. Means controlled by'the suction of the air through the air intake operates mechanism by which the quantity of fuel supplied for each charge is varied in accordance with the variations in pressure in the intake. air intake so that the speed of the engine is regulated in the ordinary way, the amount A throttle is placed in the to the open air of the charge being automatically varied. 'Gonsidered from another point of view my thereof will be pointed out and clearly defined in the claims at the close of this specification. I

In the drawings Figurel 1s a vertical section of a portion of an engine to which is applied a fuel supplying mechanism em bodying my invention.

' Fig. 2 is a section taken on line 22 of Fig. 1.

Fig. 3 is a section of the measuring p n. Fig. 4 shows a device embodying my invention in modified form.

Referring now. to Figs. 1 and 2 there are shown at 11 the cylinders, at 12 one piston, at 13 a combustion chamber and at 14 an inlet valve such as form part of an ordinary four cycle engine. it will be understood of course, that the inlet valve is operated in the usual manner, and opens and closes the port 15 through which air enters theilombustion chambers of the engine. In the form shown in these figures of the drawings, each cylinder has an air intake 16 which is 'opened and closed by a throttle 17. The air intake for each valve is straight and leads directly thus increasing the volumetric efliciency. The throttles are connected byarod 18 by which they may be moved in unison.

The fuel flows from a suitable source of supply (not shown) through a pipe 20 into a chamber 21 which communicates-- with a float chamber 22. From the chamber 22, it

I descends through a port 23 into a fuel pit 24 which is open to the atmosphere by means of ports 2. When the engine is runnlng the flow of fuel to the fuel pit. is continuous.

. The fuel pit is connected by pipes 25 to nozzles 3 one of which is located beneath each inlet valve 14 in such a position that it will be subjected-to the suction createdby the suction stroke of the engine and so that the fuel passing through'the'pipe '25 will bevsprayed through the valve port into the combustionchamber. The How of fuel from the float chamber 22 into the fuel pit 24 is contrplled by a fuel valve which is preferably in the form of a measuring pin 26 having a groove 6 of a cross-sectionwhich diminishes toward the top of the pin. The fuel valve is also provided with a shoulder 27 which completely closes the port 23 when in lowest position. The upperend of the measuring pin is secured to a float 28 so that change in position vertically of the float 28 operates to vary the opening into the fuel pit 24 and consequently the amount of fuel which will be deposited in the fuel pit in any given length of time. At 29'is shown a movable standpipe by means of which the level of-the fuel in the fioat chamber maybe changed. The standpipe is.

moved by means of a rack 30 and pinion 31.

The float chamber 22 is connected by a port 32 with a vacuum chamber 33. From the vacuum chamber 33, a pipe 34 extends into each of the air intakes 16 at a point between the throttle 17 and the mouth of the intake. The lower end 35 of the pipe 34 is turned away from the mouth of the intake 16 and forms a Pitot tube through which the air from the vacuum chamber 33 and float chamber 22 is exhausted. At 36 is shown a vent by which air may be admitted into the vacuum chamber 33, to adjust the degree of vacuum in the float chamber. When the engine is running, the} vacuum in the vacuum chamber will be steady and will depend. on the velocity of the air through the air intakes which varies with the speed of the engine.

The operation of the device shown in Figs. 1, 2 and 3 and thus far describedis as follows: When the engine is started, thej'vacuum in the vacuum. chamber 33 raises the level of the fuel in the float chamber 22 lifting the float 28 and raising the measuring pin 26 to produce an amount of opening of the fuel valve which is dependent on the speed of the engine. Thereupon thefuel flows into the fuel pit 24 and accumulates there until one of the inlet valves 14'opens. The suction on thenozzle 3 which is just below the inlet valve thereupondraws all of the fuel out of the fuel pit 24 and injects it directly into the combustion chamber 13. The heat in the combustion chamber from previous peats this operation, sucking through its nozzle 3 the amount'of fuel which has accumulated in the fuel pit 24. As has been explamed, this amount is regulated by the float 28 which is responsive to changes in pressure in the air intakes. The adjustment for richer or leaner mixture is made by raising or lowering the standpipe 29, or by varying the size of orifice of the 'vent 36.

The device therefore injects into the com-- v space a predetermined variable amount of fuel at the proper time during bustion each cycle of the engine. f

In Fig. 4, 1' have shown a device embody- 1ng my invention in a modified form, the

cylinder, piston, combustion chamber and inlet valve being numbered 11, 12, 13 and 14 respectively as in ms. 1 and 2. The

inlet valve openings 52?, ene of which cnly iee isshown, are connected to a single large chamber 38 provided with a single air in-- take 39 controlled by 2. throttle 40. The fuel is supplied by a pipe 41 to a float chamber 42 m which is a float 43 operating-a float valve 44 which regulates the entrance of the fuel and maintains a constant head 1n the float chamber 42. A pipe 45 carries. the fuel to a chamber 46 beneath a fuel pit 47. A movable nozzle 48 operated by a rack 49 and a pinion 50 forms one member of a fuel valve, the other member being formed by a measuring pin 51 having a groove a of varying cross section. The measuring pin and partly obstructs the air passage when in its lowest position. The cylinder 53-is connected by a duct 55 with the air intake at a'point. on the outside of the throttle valve 40. At 57 is shown anozzle located adjacent the inlet valve as before described and connected with the fuel pit 47 by a pipe 58. The operation of this form' of my de vice is substantially-the same as that which has been described in connection with Figs;

1 and 2. The fuel descends into the chamber 46 and then flows up into the fuel pit 47v -b through the port 4' under a fixed head determined by the position of the float 43 inthe chamber 42. The amount of the flow into the fuel pit is regulated by the measuring pin 51 which is moved by the piston 52" in response to changes in pressure in the air intake. The charge of fuel which accumu latesin the fuel pit is drawnvthrough the pipe 58 and ejected into the combustion chamber 13 when the inlet-valve 14 opens.

The flow of air into the engine is controlled by a single throttle 40 and this also controls the speed of the .engine because the amount of fuel supplied to the fuel pit for each charge is varied in response to the changes in pressure in the a1r intake 39 commun1-' cated to the'cylinder 53 through the duct 55. To increase or diminishthe amount of fuel in proportion to the amount of air, the movable nozzle 48 is. moved up or down slightly as required. a

What I claim is- 1.- The fuel supply mechanism for an internal combustion engine which comprises a fuel pit, means for supplying fuel to the fuel pit in a continuous flow while the en gine is running means for injecting into the engine the fuel which has accumulated in the fuel pit between successive strokes of the engine, and regulating means responsive in the fuel to variations in pressure in the air intake fuel pit.

2. In combination with an internal combustion engine having an inlet valve; on air intake, a fuel nozzle subject to the suction of the engine, an; open. fuel pit,.connections from the fuel pit to the nozzle, an open air intake leading to the air inlet valve, and

fuel measuring means controlled by the partial vacuum in theair intake for depositing fuel.

3. In combination witlran internal combustion engine, a fuel'nozzle subject to the suction of the engine, an open fuel pit, connections from the fuelpit to the engine, a movable fuel measuring pin controlling the supply-of fuel to the pit, an air intake for the engine, and a .member connected to-the measuring pin and movable in response to pit a predetermined amount of.

- of the engine to vary the flow of fuel to the chan es inpressure in the air intake to con- I trol t e'position of the fuel measuring pin.

4. The device, for supplying fuel to an internal combustion engine 1n predetermined variable. quantities which comprises a fuel pit having a capacity greater than the 1 amount of fuel to be introduced into the eng ne for any single charge, connections ,leadmg from thefuel'pit to the engine and subjected to the suction thereof, means for supplying fuel in a continuous flow to the fuel. pit in quantity insufficient to fill it, and

means for' varying the said flow, said partsv ein lated in the fuel pit will be drawn into the engine byvthe suction stroke thereof,

proportioned and arranged so that" allt e fuel which has 'previouslyaccumu- 5. .The device for supplying fuel to, an

f internal combustion engine in predetermined vanable quantities .which comprises a fuel p1t, connections. leading therefrom tov the engine and subjected to the-suction thereof,

means for'supplying -fuel in a continuous IllO- flow to'the' fuel p1t,; means responsive to changes in the suction for varying the said How, said parts bein proportioned and arranged so thatall t e fuel viously accumulated in the thereof. 4 v v u 6. In combination with an internal combustion engine having a plurality'of cylinders, a fuel nozzle for-each cylinder and subect to the suction of the cylinder to which it pertains, and air intake for each cylinder,

tions from the fuel pit .to the nozzle, a mov-' able fuel measuring pin controlling the flow of fuel to the .pit, and a member connected to the measuring; pin and movable in re sponse to changes in pressure in the air intake to control the supply of fuel to the fuel pit.

7. The fuel supply mechanism comprising which haspre- V. I fuel pit will be.

drawn into the e g e by the suction stroke: 1 15" a fuel pit open to-"the' atmosphere, connecternal combustion engine, an air intake for fuel pit, a

the engine, a fuel p1t open to the atmos phere, connections from the nozzle to the measuring pin continuous flow to the fuel pit, a cylinder and piston responsive to changes in pressure in the air intake operatively connected to the measuring pin whereby the flow of fuel to the fuel pit is varied in accordance with the changes in pressure in the air intake.

8. The fuel supply mechanism comprising a nozzle subjected to the suction of an in ternal'combustion engine, an air intake for the engine, a fuel pit open to the atmosphere, connections from the nozzle to the fuel pit, a fuel valve supplying fuel to the fuel pit, a float chamber, a float in said chamber connected to said fuel valve, and a duct leading from the air intake to the float chamber whereby changes inpressure in the air intake vary the position of the float and'the said fuel valve.

9. In combination with an internal combustion engine having a plurality of cylinders, and an airintake for each cylinder, the fuel supply mechanism comprising a nozz e for each cylinder and subjected to the suction thereof, a fuel pit, connections from supplying fuel in the fuel pit to the said nozzles, a fuel valve supplying fuel to the fuel pit, a float chamber, a float in said chamber operatively con-J nected to the fuel valve, a vacuum chamber, a duct leading therefrom to the float chamber, and ducts leading from each of the, air intakes to the vacuum chamber whereby the changes in pressure'in thesaid air intakes may be communicated to the vacuum chamher and thence to the float chamber and thus vary the position of the float and the fuel valve;

10. The fuel supply mechanism comprising a nozzle subjected to the suction offan internal combustion engine, an air intake for the engine, a fuel pit open to the atmosphere, connections from the nozzle to the fuel pit, a valve sea-t'and a measuring pin cooperating therewith and having a groove of varying cross section therein supplying fuel to the fuel pit and having a shoulder thereon which can seat on'the valve seat and close the passage to the fuel pit, and means operated by variations in pressure in the air intake to vary the position of the; measur-' ing pm.

In testimony whereof I aflix my signature.

STEPHEN IVAN F'EKETE. 

